Shifting seat for vehicles



(No Mode.) 2 Sheets-Sheet 1.

C. K. MELLINGER.

A SHIFTING SEAT FOR VEHICLES. No. 321,625. Patented July 7, 1885.

(No Model.) 2 sheets-sheen' 2'. C. K. MELLINGER.

SHIFTING SEAT FOR VEHICLESi y No. 321,625, Patented July 7, 1885 W/ TNESS: Y W5/WOR WMM f MW nu. n, nmlmmmm. mama-mu. :mv

lUNiTn drains Pn'rnnrr @raise CHRISTIAN K. MELLINGER, OF PHILADELPHIA, PENNSYLVANIA.

SHIFTING SEAT FOR VEi-ilCLES.

IIJEEQEITIQII forming part of Letters Patent No. 321,625, dated July '7. 1885.'

Application filed September 4, lt. (No model.)

To @ZZ whom t iov/nay concern:

vBe it known that I, CHRISTIAN K. MnLLIN- Gnn, a citizen of the United States, residing at Philadelphia, in the county of Philadel` phia and Sta-te of Pennsylvania, have invented eert-ain new and useful Improvements in Carriages, of which the following is a sprciiication, reference being had therein to the accompanying drawings, wherein- Figure l is a longitudinal section of a phaeton or carriage body embodying my improvements. Fig. 2 is a detail cross-section partly in elevation. Fig. 3 is an elevation of the rear jnnipseat irons. Fig. et is a plan of saine. Fig. 5 is an edge view of the nietal sill-plate; and Fig. G is a perspective of the inet-al sillplate, showing the integrai door-post partly broken away.

My inventionhas relation to carriage-bodies, particularly to the phaeton forni of saine having jump-seat irons and an extension falling top; and it has for its object to provide an improved construction of sill-plates for supporting the forward part of the carriage floor 5 or bottoni, and to which is attached or pivoted the forward top irons or side bars, and the front junipseatirons, to provide an iinprovcd construction of rear jump-seat irons, and a metal bracket for strengthening the rear door-posts, and for supporting the rear side bars or irons of the carriagetop.

My invention accordingly consists of the combination, construction, and arrangement of parts, as hereinafter described and claimed, having reference particularly to theprovision, first, of nietal sill-plates having a standard provided with abearing for the pivotal connection of the forward top irons or side bars; second, of a standard for the rear door-post, and having an eye-bolt, and, third, of rear jump-seat irons having a secondary supporting-bar for the seat, and one or more stops for limiting the motion and supporting the irons in their dit feront positions.

AIn the drawings, A represents a phaeton forni of carriage body having an' extension falling top, u, and front and rear jump-seat irons, B and C, respectiveiy. The top e may be ofany suitable construction; but it is shown 5o composed of forward side bars, e', and rear bars, a?.

To the forward ends, d, of the sill-rocker bars D are secured in any suitable manner metal sill plates E, suitably curved at e, or otherwise configured to contorni to the shape designed tor the forward part of the carriage door or bottoni c". 'lhe curved parts e ofthe sill-plates l) are provided willi suitable screwopenings, e2, for securing the forward parts of the body sides thereto. The rear or straight parts, es, of sill-plaies E are provided with brackets or bearingS f, t0 which are pivoted, as shown, the ends' Z) of the front jump-seat irons, B. Said plates E also have stops e* for limiting the forward movement of the front jump-scat irons, as indicated by dotted lines as, Fig. l. The provision of the stops e* enables the driver or other occupant of the front seat, while sitting thereon, to move it forward out of" the line of the doorway to permit entrance to the rear part of the carriage.

The front jump-seat irons may be of any suitable construction; but I have illustrated that forni of saine shown and described in Letters Patent of the United States granted to nie on the 27th day of August, A. I). 1878, No. 207,539.

To the upper edges of the sill-plates E are secured standards G,having bent upper ends, g, with eyes g' for pivotal. or hinge connection with the top side bars, e', as shown at a3, Fig. l. Each sill-plate E, and its lugs or brackets f, stop 6*, and standards G, are preferably all formed or cast in one piece, as shown; but they may he otherwise secured together, as desired; and these sill-plates E are provided to cheapen the cost of construction of the carriage-body, and also to make its forward end stronger and more durable than has been done by the form of sill-plates heretofore used.

The rear jump-seat irons, C, are each conlposed of a straight har, c, a reverse or double curve, c', a top plate, ci, and a bottom plate, c3, having horizontal flange 0*, with screw-openings for securing the irons C to the rockers D, and said plates and bars are joined together or pivoted to one another, as shown. The top plates ci have stops or limiting-studs h and it', and the bars c and c are, near their upper ends, provided with inside projecting curved arms i?, the outer ends of which are pivoted or journaled, as indicated at z, Fig. 4, in con- IOO necting-rails i', which form secondary or additional supporting-rails for the rear seat. The rear curved arms, t', are made angular, as shown at il, at their junction with the straight bars c. At the outside junctions ofthe curved sides k la', composing the bars c', are studs k2, which rest upon the flanges c4 of bottom plates c3 when the jump seat irons are in their normal or raised position, as shown in full lines, Fig. 3. In Such position the Lipper parts of bars c and c bear against the stops 7L It, and the lower or curved sides of bars c rest upon the anges c of bottom plates, c3, as fully shown in said lastnamed figure. W'hen, however, the irons C are moved beneath the frontjump-seat, or to the position indicated by dotted lines in Fig. 3, the stops h then bear against the upper part of the bars c', and studs k2 ot' the latter impinge against one of the angular sides t* of the rear curved arms 'L' on bars c, as indicated. In both of said described positions it will be noted, therefore, that the curved bars o form the main supports for rear jump-seat.

L represents standards screwed to the rockers D and rear door-posts, m, having` in their upper ends bolts Z, with eyes Z', for attachment of the ends of lthe top rear side bars, a2, as Shown more plainly at Z2, in Fig. 2.

l. A metal sill-plate. E, for phaetons, eo1nposed of a front curved part, e, arear straight part, e3, and having door-post G and lugs f, substantially as and for the purpose set fort-h.

2. The metal sill-plate E. composed of forA ward curved part, e, and rear straight part, e, having door-post G, all formed integral, in combination with post L, having eye bolt Z, substantially as and for the purpose set forth.

3. The combination, with sill-plates E, having curved ends e, integral posts G, lugs f, and stops e, of a jump-seat, B, substantially as shown and described.

4. The jump seat iron C, composed of double -eurved bar c', with stud 7s, arms t', having angle-stops i2, plates c2, having stops h h, and plates z" and c4, as and for the purpose set forth. I

5. In ajump-seat iron, C, t-he double or re versed curved bar e', and limiting-stops k2, h, It', and i, substantially as shown and described.

In testimony whereof I affix my signature in presence of two witnesses.

CHRISTIAN K. MELLINGER.

Witnesses:

S. J. VAN STAvoREN, CHAs. F. VAN HORN. 

